Wireless power transmission in electric vehicles

ABSTRACT

Exemplary embodiments are directed to bidirectional wireless power transfer using magnetic resonance in a coupling mode region between a charging base (CB) and a battery electric vehicle (BEV). For different configurations, the wireless power transfer can occur from the CB to the BEV and from the BEV to the CB.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.16/661,911, entitled “WIRELESS POWER TRANSMISSION IN ELECTRIC VEHICLES”,filed Oct. 23, 2019, which is a continuation of U.S. application Ser.No. 15/424,640, entitled “WIRELESS POWER TRANSMISSION IN ELECTRICVEHICLES”, filed Feb. 3, 2017, which is a continuation of U.S.application Ser. No. 13/082,211, entitled “WIRELESS POWER TRANSMISSIONIN ELECTRIC VEHICLES, filed on Apr. 7, 2011, which claims priority under35 U.S.C. § 119(e) to U.S. Provisional Patent Application No. 61/322,196entitled “WIRELESS POWER TRANSMISSION IN ELECTRIC VEHICLES BACKGROUND”filed on Apr. 8, 2010, the disclosure of which is hereby incorporated byreference in its entirety; U.S. Provisional Patent Application No.61/322,214 entitled “WIRELESS POWER ANTENNA ALIGNMENT ADJUSTMENT SYSTEMFOR VEHICLES” filed on Apr. 8, 2010, the disclosure of which is herebyincorporated by reference in its entirety; and U.S. Provisional PatentApplication No. 61/322,221 entitled “VEHICLE GUIDANCE SYSTEM FORWIRELESS POWER BACKGROUND” filed on Apr. 8, 2010, the disclosure ofwhich is hereby incorporated by reference in its entirety.

REFERENCE TO CO-PENDING APPLICATION FOR PATENT

This application is also related to the following applications, whichare assigned to the assignee hereof, the disclosures of which areincorporated herein in their entirety by reference:

U.S. patent application Ser. No. 13/082,229, filed Apr. 7, 2011,(Attorney Docket 101329) entitled “WIRELESS POWER ANTENNA ALIGNMENTADJUSTMENT SYSTEM FOR VEHICLES,” the disclosure of which is herebyincorporated by reference in its entirety.

BACKGROUND Field

The present invention relates generally to wireless power transfer, andmore specifically to devices, systems, and methods related to wirelesspower transfer to vehicles including batteries.

Background

Approaches are being developed that use over-the-air or wireless powertransmission between a transmitter and a receiver coupled to theelectronic device to be charged. Such approaches generally fall into twocategories. One is based on the coupling of plane wave radiation (alsocalled far-field radiation) between a transmit antenna and a receiveantenna on the device to be charged. The receive antenna collects theradiated power and rectifies it for charging the battery. This approachsuffers from the fact that the power coupling falls off quickly withdistance between the antennas, so charging over reasonable distances(e.g., less than 1 to 2 meters) becomes difficult. Additionally, sincethe transmitting system radiates plane waves, unintentional radiationcan interfere with other systems if not properly controlled throughfiltering.

Other approaches to wireless energy transmission techniques are based oninductive coupling between a transmit antenna embedded, for example, ina “charging” mat or surface and a receive antenna (plus a rectifyingcircuit) embedded in the electronic device to be charged. This approachhas the disadvantage that the spacing between transmit and receiveantennas must be very close (e.g., within millimeters). Though thisapproach does have the capability to simultaneously charge multipledevices in the same area, this area is typically very small and requiresthe user to accurately locate the devices to a specific area.

Recently, vehicles have been introduced that include locomotion powerfrom electricity and batteries to provide that electricity. Hybridelectric vehicles include on-board chargers that use power from vehiclebraking and traditional motors to charge the vehicles. Vehicles that aresolely electric must receive the electricity for charging the batteriesfrom other sources. These electric vehicles are conventionally proposedto be charged through some type of wired alternating current (AC) suchas household or commercial AC supply sources.

Efficiency is of importance in a wireless power transfer system due tothe losses occurring in the course of wireless transmission of power.Since wireless power transmission is often less efficient than wiredtransfer, efficiency is of an even greater concern in a wireless powertransfer environment. As a result, there is a need for methods andapparatuses that provide wireless power to electric vehicles.

A wireless charging system for electric vehicles may require transmitand receive antennas to be aligned within a certain degree. Adequatealignment of transmit and receive antennas within an electric vehiclewireless charging system may require proper positioning of an electricvehicle within a parking space, as well as fine tuning of antennalocations after the electric vehicle has been positioned within theparking space.

As a result, there is a need for methods and apparatuses that providewireless power to electric vehicles.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a hierarchical diagram illustrating how a wireless chargingsystem can be used with a variety of replaceable batteries, each ofwhich may be used in a variety of battery electric vehicles (BEV).

FIG. 2 illustrates a wireless charging system for BEVs equipped with awireless receiver while the BEV is parked near a wireless transmitter.

FIG. 3 is a simplified block diagram of a wireless power charging systemfor a BEV.

FIG. 4 is a more detailed block diagram of a wireless power chargingsystem for a BEV illustrating communication links, guidance links, andalignment systems for the transmit antenna and receive antenna.

FIG. 5 illustrates portions of a distribution system for low voltagepower line communications that may be used in some embodiments of theinvention.

FIG. 6 shows a typical charging process of a Li-Ion battery which may berepresentative for charging a battery that may be used in a BEV.

FIG. 7 illustrates examples of charging times for a battery that may beused in a BEV.

FIG. 8 illustrates a frequency spectrum showing various frequencies thatmay be available for wireless charging of BEVs.

FIG. 9 illustrates some possible frequencies and transmission distancesthat may be useful in wireless charging of BEVs.

FIG. 10 illustrates transmit and receive loop antennas showing magneticfield strength relative to radius of the antennas.

FIGS. 11A and 11B illustrate magnetic fields around a loop antenna andaccompanying ferrite backing.

FIG. 12 is a graph illustrating possible inductance values for variousthicknesses of a ferrite backing as part of a wireless power antenna.

FIG. 13 is a graph illustrating possible ferrite loss values for variousthicknesses of a ferrite backing as part of a wireless power antenna.

FIG. 14 shows a simplified diagram of a replaceable contactless batterydisposed in a battery electric vehicle (BEV).

FIGS. 15A and 15B are more detailed diagrams of a wireless power antennaand ferrite material placement relative to a battery.

FIG. 16 is a simplified block diagram of portions of a battery system ina BEV equipped to wirelessly receive or transmit power.

FIGS. 17A and 17B illustrate a simplified circuit diagram and awaveform, respectively, for a power conversion system using ahalf-bridge series resonant circuit.

FIGS. 18A and 18B illustrate a simplified circuit diagram and awaveform, respectively, for a power conversion system using a fullH-bridge series resonant circuit.

FIG. 19 is a simplified circuit diagram for a power conversion system toillustrate adaptation for both receivers and transmitters in a wirelesspower system.

FIG. 20 is an equivalent circuit diagram of a wireless power systemillustrating some parameters that may be varied in development of anefficient wireless power system.

FIG. 21 illustrates an equivalent circuit diagram that may be useful tomodel various parameters of a wireless power system.

FIG. 22 is a simplified block diagram of a wireless power system for aBEV illustrating some basic components of the system.

FIG. 23 is a simplified circuit diagram of a wireless power system for aBEV illustrating some possible circuits and waveforms for generatingwireless power signals.

FIG. 24 is a simplified block diagram of a wireless power system for aBEV illustrating a variable power control block for converting directcurrent DC to a suitable wireless power frequency.

FIGS. 25A-25G are simplified block diagrams of a wireless power systemfor a BEV illustrating various exemplary embodiments of the variablepower control block of FIG. 24.

FIG. 26 is a simplified block diagram of a wireless power system for aBEV illustrating that the variable power control shown in FIGS. 24-25Gmay also be applicable to load adaptation in the BEV.

FIG. 27 is a simplified block diagram of a wireless power system for aBEV illustrating a communication channel between the BEV and thetransmitter that may be present in some embodiments of the invention.

FIG. 28 is a simplified block diagram of a wireless power system for aBEV illustrating a variable power control block and a power factorcorrection block for converting a DC signal to a suitable wireless powerfrequency.

FIGS. 29A-29C illustrate a rectifier circuit, waveforms, and harmonics,respectively, before power factor correction has been included.

FIG. 30 is a simplified block diagram of a rectifier with a passivepower factor control block.

FIGS. 31A-31D illustrate a simplified schematic diagram, waveforms, acorrection function, and harmonics, respectively, with active powerfactor control.

FIG. 32 is a graph illustrating the harmonics present in a rectifierwithout power factor control, a rectifier with passive power factorcontrol and a rectifier with active power factor control.

FIG. 33 is a simplified block diagram of a wireless power system for aBEV illustrating power source switching in the BEV.

FIG. 34 is a simplified circuit diagram of a wireless power system for aBEV illustrating some possible circuits and waveforms for power factorcontrol.

FIG. 35A and 35B are graphs illustrating transmit waveforms in the timedomain and frequency domain, respectively, with non-filtered DC suppliedto the low frequency (LF) stage.

FIG. 36 is a simplified block diagram of a wireless power system for aBEV illustrating that wireless power transmission can be bidirectional.

FIG. 37 is a simplified circuit diagram of a wireless power system for aBEV illustrating a symmetric topology for bidirectional wireless powertransfer with an intermediate unfiltered DC signal.

FIG. 38 is a simplified circuit diagram of a wireless power system for aBEV illustrating a symmetric topology for wireless power transferwithout an intermediate unfiltered DC signal and using a frequencymixing approach.

FIGS. 39A and 39B are graphs illustrating transmit waveforms in the timedomain and frequency domain, respectively, with power conversion that isDouble Side Band (DSB) modulated.

FIG. 40 is a simplified block diagram of a wireless power system for aBEV illustrating coupling to a conductive charging interface that mayreduce the need for an additional AC-to-DC converter.

FIG. 41 is a simplified block diagram of a wireless power system for aBEV illustrating that in some exemplary embodiments there may be no needfor communication between the BEV charging system and the BEV wirelesspower system.

FIG. 42A is a simplified block diagram of a wireless power system for aBEV illustrating coarse load adaptation.

FIG. 42B is a simplified block diagram of a wireless power system for aBEV illustrating fine load adaptation.

FIG. 43 is a simplified block diagram of a wireless power system for aBEV illustrating reverse link load adaptation.

FIG. 44 is a flow diagram illustrating coarse load adaptation.

FIG. 45 is a voltage versus current graph illustrating steps of a coarseload adaptation.

FIG. 46 is a voltage versus current graph illustrating steps of a fineload adaptation.

FIG. 47 is a graph illustrating frequency versus current characteristicsfor various solid-state switches that may be used in exemplaryembodiments.

FIG. 48 illustrates normalized power as a function of transmitter dutycycle to show a significant range for the duty cycle.

FIG. 49 is a simplified block diagram illustrating an exemplaryembodiment of a wireless power system at high frequencies.

FIG. 50 is a simplified circuit diagram of a wireless power system for aBEV illustrating an asymmetric Class E topology for wireless powertransfer.

FIG. 51 is a simplified circuit diagram of a wireless power system for aBEV illustrating a symmetric Class E topology for wireless powertransfer.

FIG. 52 is a simplified circuit diagram illustrating harmonics filteringin a wireless power system for a BEV

FIG. 53 is a simplified circuit diagram illustrating resonance tuning ina wireless power system for a BEV.

DETAILED DESCRIPTION

The detailed description set forth below in connection with the appendeddrawings is intended as a description of exemplary embodiments of thepresent invention and is not intended to represent the only embodimentsin which the present invention can be practiced. The term “exemplary”used throughout this description means “serving as an example, instance,or illustration,” and should not necessarily be construed as preferredor advantageous over other exemplary embodiments. The detaileddescription includes specific details for the purpose of providing athorough understanding of the exemplary embodiments of the invention. Itwill be apparent to those skilled in the art that the exemplaryembodiments of the invention may be practiced without these specificdetails. In some instances, well-known structures and devices are shownin block diagram form in order to avoid obscuring the novelty of theexemplary embodiments presented herein.

The term “wireless power” is used herein to mean any form of energyassociated with electric fields, magnetic fields, electromagneticfields, or otherwise that is transmitted from a transmitter to areceiver without the use of physical electromagnetic conductors.

Moreover, the term “wireless charging” is used herein to mean providingwireless power to one or more electrochemical cells or systems includingelectrochemical cells for the purpose of recharging the electrochemicalcells.

The term “battery electric vehicle” (BEV) is used herein to mean avehicle that includes, as part of its locomotion abilities, electricalpower derived from one or more rechargeable electrochemical cells. Asnon-limiting examples, some BEVs may be hybrid electric vehicles thatinclude on-board chargers that use power from vehicle deceleration andtraditional motors to charge the vehicles, other BEVs may draw alllocomotion ability from electrical power.

Exemplary embodiments of the invention include methods and apparatusesthat provide wireless power to electric vehicles.

FIG. 1 is a hierarchical diagram illustrating how a wireless chargingsystem can be used with a variety of replaceable batteries, each ofwhich may be used in a variety of battery electric vehicles. Starting atthe top, there may be many different models of BEVs. However, groups ofvehicle models may be adapted to use only a limited number ofreplaceable battery units, such as Electric Vehicle (EV) battery type A,EV battery type B, and EV battery type C. As non-limiting examples,these different battery types may be configured based on needed capacityof the batteries, space required for the batteries, form factor for thebatteries, size of wireless power antennas, and form factor for wirelesspower antennas. With the battery types limited, particularly, the size,placement, and form factor of the wireless antennas, a single wirelesspower delivery solution can be provided that will provide near-fieldwireless coupling to the various battery types.

A battery integrated solution may ease adoption of wireless charging byEV manufacturers as this solution will have only minor impact on theelectrical and mechanical design of an EV. Once widely accepted andstandardized, only a relatively small number of EV battery types willneed to be in circulation. Limiting the battery types will simplifycustomization of a wireless BEV charging solution as the number ofbattery types will be much smaller than the number of EV models thatwill be introduced into the market in the future.

Furthermore, limited battery types may enable an existing EV model to beretrofitted for wireless charging. This retrofitting could be simplyperformed by replacing a conventional battery in an EV with a newbattery that integrates wireless charging and that behaves as theoriginal battery at all its other interfaces. In addition, wirelesspower battery types may be configured with a wireless and contactlesscharging interface to the rest of the vehicles allowing for easy batteryswapping and non-contact recharging of batteries, which may include someadvantages in regards to reliability, mechanical wear out and safety.

FIG. 2 illustrates a wireless charging system for wireless chargingenabled BEVs 102 while the BEV is parked near a wireless charging base(CB) 104. Two vehicles 102 are illustrated in a parking area 106 andparked over corresponding CBs 104. A local distribution center 108 isconnected to a power backbone and is configured to provide anAlternating Current (AC) or a Direct Current (DC) supply to powerconversion systems 112 as part of the CBs 104. The CBs 104 also includewireless power antennas 114 for generating or picking-up a near-fieldradiation. Each vehicle includes batteries, a BEV power conversion andcharging system 116 and a wireless power antenna 118 interacting withthe CB antenna 114 via the near-field. In some exemplary embodiments theBEV antenna 118 may be aligned with the CB antenna 114 and, therefore,disposed within the near-field region simply by the driver positioningthe vehicle correctly relative to the CB antenna 114. In other exemplaryembodiments, the driver may be given visual feedback, auditory feedback,or combinations thereof to determine when the vehicle is properly placedfor wireless power transfer. In yet other exemplary embodiments, thevehicle may be positioned by an autopilot system, which may move thevehicle back and forth (e.g., in zig-zag movements) until an alignmenterror has reached a tolerable value. This may be performed automaticallyand autonomously by the vehicle without or with only minimal driverintervention provided that the vehicle is equipped with a servo steeringwheel, ultrasonic sensors all around and artificial intelligence. Instill other exemplary embodiments, the BEV antenna 118, the CB antenna114, or a combination thereof may include means for displacing andmoving the antennas relative to each other to more accurately orientthem and develop a more optimum near-field coupling therebetween.

The CBs 104 may be located in a variety of locations. As non-limitingexamples, some suitable locations are a parking area at a home of thevehicle owner, parking areas reserved for BEV wireless charging modeledafter conventional petroleum-based filling stations, and parking lots atother locations such as shopping centers and places of employment.

These BEV charging stations may provide numerous benefits, such as, forexample:

-   -   Convenience: charging can be performed automatically virtually        without driver intervention and manipulations.    -   Reliability: there may be no exposed electrical contacts and no        mechanical wear out.    -   Safety: manipulations with cables and connectors may not be        needed, and there may be no cables, plugs, or sockets that may        be exposed to moisture and water in an outdoor environment.    -   Vandalism resistant: There may be no sockets, cables, and plugs        visible nor accessible.    -   Availability: if BEVs will be used as distributed storage        devices to stabilize the grid. Availability can be increased        with a convenient docking-to-grid solution enabling Vehicle to        Grid (V2G) capability.    -   Esthetical and non-impedimental: There may be no column loads        and cables that may be impedimental for vehicles and/or        pedestrians.

As a further explanation of the V2G capability, the wireless powertransmit and receive capabilities can be configured as reciprocal suchthat the CB 104 transfers power to the BEV 102 and the BEV transferspower to the CB 104. This capability may be useful for powerdistribution stability by allowing BEVs to contribute power to theoverall distribution system in a similar fashion to how solar-cell powersystems may be connected to the power grid and supply excess power tothe power grid.

FIG. 3 is a simplified block diagram of a wireless power charging system130 for a BEV. Exemplary embodiments described herein use capacitvelyloaded wire loops (i.e., multi-turn coils) forming a resonant structurethat is capable to efficiently couple energy from a primary structure(transmitter) to a secondary structure (receiver) via the magnetic nearfield if both primary and secondary are tuned to a common resonancefrequency. The method is also known as “magnetic coupled resonance” and“resonant induction.”

To enable wireless high power transfer, some exemplary embodiments mayuse a frequency in the range from 20-60 kHz. This low frequency couplingmay allow highly efficient power conversion that can be achieved usingstate-of-the-art solid state devices. In addition, there may be lesscoexistence issues with radio systems compared to other bands.

In FIG. 3, a conventional power supply 132, which may be AC or DC,supplies power to the CB power conversion module 134 assuming energytransfer towards vehicle. The CB power conversion module 134 drives theCB antenna 136 to emit a desired frequency signal. If the CB antenna 136and BEV antenna 138 are tuned to substantially the same frequencies andare close enough to be within the near-field radiation from the transmitantenna, the CB antenna 136 and BEV antenna 138 couple such that powermay be transferred to the BEV antenna 138 and extracted in the BEV powerconversion module 140. The BEV power conversion module 140 may thencharge the BEV batteries 142. The power supply 132, CB power conversionmodule 134, and CB antenna 136 make up the infrastructure part 144 of anoverall wireless power system 130, which may be stationary and locatedat a variety of locations as discussed above. The BEV battery 142, BEVpower conversion module 140, and BEV antenna 138 make up a wirelesspower subsystem 146 that is part of the vehicle or part of the batterypack.

In operation, assuming energy transfer towards the vehicle or battery,input power is provided from the power supply 132 such that the CBantenna 136 generates a radiated field for providing the energytransfer. The BEV antenna 138 couples to the radiated field andgenerates output power for storing or consumption by the vehicle. Inexemplary embodiments, the CB antenna 136 and BEV antenna 138 areconfigured according to a mutual resonant relationship and when theresonant frequency of the BEV antenna 138 and the resonant frequency ofthe CB antenna 136 are very close, transmission losses between the CBand BEV wireless power subsystems are minimal when the BEV antenna 138is located in the “near-field” of the CB antenna 136.

As stated, an efficient energy transfer occurs by coupling a largeportion of the energy in the near-field of a transmitting antenna to areceiving antenna rather than propagating most of the energy in anelectromagnetic wave to the far field. When in this near-field acoupling mode may be developed between the transmit antenna and thereceive antenna. The area around the antennas where this near-fieldcoupling may occur is referred to herein as a near field coupling-moderegion.

The CB and the BEV power conversion module may both include anoscillator, a power amplifier, a filter, and a matching circuit forefficient coupling with the wireless power antenna. The oscillator isconfigured to generate a desired frequency, which may be adjusted inresponse to an adjustment signal. The oscillator signal may be amplifiedby the power amplifier with an amplification amount responsive tocontrol signals. The filter and matching circuit may be included tofilter out harmonics or other unwanted frequencies and match theimpedance of the power conversion module to the wireless power antenna.

The CB and BEV power conversion module may also include a rectifier, andswitching circuitry to generate a suitable power output to charge thebattery.

BEV and CB antennas used in exemplary embodiments may be configured as“loop” antennas, and more specifically, multi-turn loop antennas, whichmay also be referred to herein as a “magnetic” antenna. Loop (e.g.,multi-turn loop) antennas may be configured to include an air core or aphysical core such as a ferrite core. An air core loop antenna may allowthe placement of other components within the core area. Physical coreantennas may allow development of a stronger electromagnetic field.

As stated, efficient transfer of energy between a transmitter andreceiver occurs during matched or nearly matched resonance between atransmitter and a receiver. However, even when resonance between atransmitter and receiver are not matched, energy may be transferred at alower efficiency. Transfer of energy occurs by coupling energy from thenear-field of the transmitting antenna to the receiving antenna residingin the neighborhood where this near-field is established rather thanpropagating the energy from the transmitting antenna into free space.

The resonant frequency of the loop antennas is based on the inductanceand capacitance. Inductance in a loop antenna is generally simply theinductance created by the loop, whereas, capacitance is generally addedto the loop antenna's inductance to create a resonant structure at adesired resonant frequency. As a non-limiting example, a capacitor maybe added in series with the antenna to create a resonant circuit thatgenerates a magnetic field. Accordingly, for larger diameter loopantennas, the size of capacitance needed to induce resonance decreasesas the diameter or inductance of the loop increases. It is further notedthat inductance may also depend on a number of turns of a loop antenna.Furthermore, as the diameter of the loop antenna increases, theefficient energy transfer area of the near-field increases. Of course,other resonant circuits are possible. As another non-limiting example, acapacitor may be placed in parallel between the two terminals of theloop antenna (i.e., parallel resonant circuit).

Exemplary embodiments of the invention include coupling power betweentwo antennas that are in the near-fields of each other. As stated, thenear-field is an area around the antenna in which electromagnetic fields(also referred to herein as near field radiation) exist but may notpropagate or radiate away from the antenna. Near-field coupling-moderegions are typically confined to a volume that is near the physicalvolume of the antenna e.g. within a radius of one sixth of thewavelength. In the exemplary embodiments of the invention, magnetic typeantennas such as single and multi-turn loop antennas are used for bothtransmitting and receiving since magnetic near-field amplitudes inpractical embodiments tend to be higher for magnetic type antennas incomparison to the electric near-fields of an electric-type antenna(e.g., a small dipole). This allows for potentially higher couplingbetween the pair. Another reason for relying on a substantially magneticfield is its low interaction with non-conductive dielectric materials inthe environment and the safety issue. Electric antennas for wirelesshigh power transmission may involve extremely high voltages.Furthermore, “electric” antennas (e.g., dipoles and monopoles) or acombination of magnetic and electric antennas is also contemplated.

FIG. 4 is a more detailed block diagram of a generic wireless powercharging system 150 for a BEV illustrating communication links 152,guidance links 154, and alignment systems 156 for the CB antenna 158 andBEV antenna 160. As with the exemplary embodiment of FIG. 3 and assumingenergy flow towards BEV, in FIG. 4 the CB power conversion unit 162receives AC or DC power from the CB power interface 164 and excites theCB antenna 158 at or near its resonant frequency. The BEV antenna 160,when in the near field coupling-mode region, receives energy from thenear field coupling mode region to oscillate at or near the resonantfrequency. The BEV power conversion unit 166 converts the oscillatingsignal from the receive antenna 160 to a power signal suitable forcharging the battery.

The generic system may also include a CB communication unit 168 and aBEV communication unit 170, respectively. The CB communication unit 168may include a communication interface to other systems (not shown) suchas, for example, a computer, and a power distribution center. The BEVcommunication unit 170 may include a communication interface to othersystems (not shown) such as, for example, an on-board computer on thevehicle, other battery charging controller, other electronic systemswithin the vehicles, and remote electronic systems.

The CB and BEV communication units may include subsystems or functionsfor specific application with separate communication channels therefore.These communications channels may be separate physical channels or justseparate logical channels. As non-limiting examples, a CB alignment unit172 may communicate with a BEV alignment unit 174 to provide a feedbackmechanism for more closely aligning the CB antenna 158 and BEV antenna160, either autonomously or with operator assistance. Similarly, a CBguide unit 176 may communicate with a BEV guide unit 178 to provide afeedback mechanism to guide an operator in aligning the CB antenna 158and BEV antenna 160. In addition, there may be a separategeneral-purpose communication channel 152 including CB communicationunit 180 and BEV communication unit 182 for communicating otherinformation between the CB and the BEV. This information may includeinformation about EV characteristics, battery characteristics, chargingstatus, and power capabilities of both the CB and the BEV, as well asmaintenance and diagnostic data. These communication channels may beseparate physical communication channels such as, for example,Bluetooth, zigbee, cellular, etc.

In addition, some communication may be performed via the wireless powerlink without using specific communications antennas. In other words thecommunications antenna and the wireless power antenna are the same.Thus, some exemplary embodiments of the CB may include a controller (notshown) for enabling keying type protocol on the wireless power path. Bykeying the transmit power level (Amplitude Shift Keying) at predefinedintervals with a predefined protocol, the receiver can detect a serialcommunication from the transmitter. The CB power conversion module 162may include a load sensing circuit (not shown) for detecting thepresence or absence of active BEV receivers in the vicinity of thenear-field generated by the CB antenna 158. By way of example, a loadsensing circuit monitors the current flowing to the power amplifier,which is affected by the presence or absence of active receivers in thevicinity of the near-field generated by CB antenna 158. Detection ofchanges to the loading on the power amplifier may be monitored by thecontroller for use in determining whether to enable the oscillator fortransmitting energy, to communicate with an active receiver, or acombination thereof.

BEV circuitry may include switching circuitry (not shown) for connectingand disconnecting the BEV antenna 160 to the BEV power conversion unit166. Disconnecting the BEV antenna not only suspends charging, but alsochanges the “load” as “seen” by the CB transmitter, which can be used to“cloak” the BEV receiver from the transmitter. If the CB transmitterincludes the load sensing circuit, it can detect these load changes.Accordingly, the CB has a mechanism for determining when BEV receiversare present in the CB antenna's near-field.

FIG. 5 illustrates portions of a power distribution system 200 enabledfor low voltage power line communications that may be used in someembodiments of the invention. The CB may be linked to a power linecommunication system through a power distribution 182 to provide PowerLine Communications (PLC) via its external CB-COM interface thatsupports the relevant PLC standard. The PLC node communicating with theexternal CB-COM interface may be integrated in an electricity (energy)meter 184. In many countries and particularly in Europe, PLC may play animportant role as part of an Automated Metering Infrastructure (AMI) andfor Smart Grid applications. An AMI may include elements such as:Automatic Meter Reading (AMR) of electricity, gas, water, heat; energyand water use profiling; demand forecasting; and demand side management.Furthermore, with exemplary embodiments of the invention, AMI mayinclude management of V2G for BEVs. As a non-limiting example, anin-house PLC system may be configured as part of a home area network forhome automation applications. Some non-limiting frequencies for PLCnodes may be in Band B (95-125 kHz) or Band C (125-140 kHz).

Wireless power charging in BEVs may be adapted to many different batterycapabilities and technologies. For some exemplary embodiments,information about the battery capabilities and technologies may beuseful in determining charging characteristics and charging profiles.Some non-limiting examples of battery capabilities are; battery charge,battery energy, battery voltage, battery capacity, battery chargecurrent, battery charge power, and charging capabilities.

Many different batteries and electrochemical cell technologies may beused in BEVs. Some non-limiting examples of suitable electrochemicalcells are, Lithium Ion, Lithium polymer, and lead-acid type batteries.Li-Ion cells may provide high energy density due to a high battery packvoltage (e.g., 400 V). Lead acid cells may provide high energy densitydue to high battery capacity (e.g. 180 Ah). Currently, there has been atrend to Li-Ion cells because they provide a high energy-density andhigh power-density. However, exemplary embodiments of the presentinvention may be used in other rechargeable electrochemical orelectromechanical (e.g. flywheel) cells and even future rechargeableelectrochemical or electromechanical cells.

FIG. 6 illustrates a typical charging process of a Li-Ion battery thatmay be representative for a battery that may be used in a BEV. The graphillustrates charge current versus charge time, cell voltage, and chargecapacity. During a first phase, substantially constant current may beapplied to the battery as the charge capacity is increasing at arelatively high rate. During a second phase, a substantially constantvoltage may be applied as the charge capacity nears full charge. FIG. 6illustrates an example charge scenario for charging a battery at itsrated capacity (often referred to as 1 C). Other fast charge scenariosmay be used, such as rates faster than 1 C (e.g., 2 C, 3 C, etc).

FIG. 7 illustrates examples of charging times for a battery that may beused in a BEV. A stored energy of 25 kWh is shown as one example of acharge capacity for a typical battery in a BEV. Depending on the poweravailable, the charge time to full capacity may be as low as about 1.25hours with a high delivery capability of about 21 kW, about 3.5 hoursfor an accelerated delivery capability of about 7 kW, about 8.5 hoursfor a normal delivery capability of about 3 kW, and about 12.5 hours fora domestic delivery capability of about 2 kW. FIG. 7 is intended as anexample only to show ranges of charging times and how they may beadapted to wireless power delivery capabilities.

FIG. 8 illustrates a frequency spectrum showing various frequencies thatmay be available and suitable for wireless charging of BEVs. Somepotential frequency ranges for wireless high power transfer to BEVsinclude: VLF in a 3 kHz to 30 kHz band, lower LF in a 30 kHz to 150 kHzband (for ISM-like applications) with some exclusions, HF 6.78 MHz(ITU-R ISM-Band 6.765-6.795 MHz), HF 13.56 MHz (ITU-R ISM-Band13.553-13.567), and HF 27.12 MHz (ITU-R ISM-Band 26.957-27.283).

FIG. 9 illustrates some possible frequencies and transmission distancesthat may be useful in wireless charging of BEVs. Some exampletransmission distances that may be useful for BEV wireless charging areabout 30 mm, about 75 mm, and about 150 mm. Some exemplary frequenciesmay be about 27 kHz in the VLF band and about 135 kHz in the LF band.

Many consideration must be taken into account on determining a suitablefrequency beyond just the resonance characteristics and coupling-moderegion of the receive and transmit antennas. Wireless power frequenciesmay interfere with frequencies used for other applications. Asnon-limiting examples, there may be VLF/LF coexistence issues with powerline frequencies, audible frequencies and communication frequencies.Some non-limiting examples where coexistence may be an issue for VLF andLF are: frequencies for radio clocks, frequencies for LW AM broadcastsand other radio services, cross-coupling to ISDN/ADSL and ISDN/xDSLcommunication channels, electronic vehicle immobilization systems, RFID(Radio Frequency Identification) systems, EAS (Electronic ArticleSurveillance) systems, on-site paging, Low Voltage PLC systems, medicalimplants (cardiac pacemakers, etc.), audio systems and acoustic emissionperceivable by humans and animals.

Some non-limiting examples where coexistence may be an issue for HFfrequencies are industrial, scientific and medical (ISM) radio bands,such as: 6.78 MHz for remote control applications and RFID in FDX or HDXmode with continuous energy transfer; 13.56 MHz for RFID in FDX or HDXmode with continuous energy transfer as well as portable device wirelesspower; and 27.12 MHz for Railway applications (Eurobalise 27.095 MHz),Citizen band radio, and remote control (e.g., models, toys, garage door,computer mouse, etc.).

FIG. 10 illustrates transmit and receive loop antennas showing fieldstrength relative to radius of the antennas. Antenna structures with aradius larger or smaller than an optimum radius generate higher fieldstrength in the vicinity of the antenna for a given transferred power.H-field strength increases linearly with increasing power transferdistance and for a given transferred power provided that the antennaradius is proportionally increased thus always optimum.

FIGS. 11A and 11B illustrate electromagnetic fields around a loopantenna and accompanying ferrite backing. A transmit antenna includes awire loop 1130, which may comprise a multi-turn wire loop, and a ferritebacking 1120 and a receive antenna includes a wire loop 1180 and aferrite backing 1170. At VLF and LF frequencies, a ferrite backing maybe useful for intensifying the magnetic field 1140 in the space betweenthe antennas thus for enhanced coupling. As shown in FIG. 11A, if theseparation between the antenna coils 1130 and 1180 and the ferritebackings 1120 and 1170 is reduced to 0 cm, the coupling coefficientbetween the transmit antenna and receive antenna decreases slightly.Consequently, there may be an ideal separation between the antenna coils1130 and 1180 and the ferrite backings 1120 and 1170. FIG. 11B,illustrates a small separation between the antenna coils 1130 and 1180and the ferrite backings 1120 and 1170. In addition, FIG. 11Billustrates a reduced spacing between the antenna coils 1130 and 1180and their respective ferrite backings 1120 and 1170. For smallertransmission distances (e.g., 3 cm), the performance gain of ferritebacking may be less because the coupling coefficient is very highalready.

FIG. 12 is a graph illustrating possible inductance values for variousthicknesses of a ferrite backing as part of a wireless power antenna. Inthe exemplary embodiment for FIG. 12 the ferrite backing is about 0.5 cmfrom the coil. It can be seen that inductance does not changeconsiderably (i.e., about 5%) with a thickness change for the ferritebacking between about 5 mm and 10 mm.

FIG. 13 is a graph illustrating possible ferrite loss values for variousthicknesses of a ferrite backing as part of a wireless power antenna. Inthe exemplary embodiment for FIG. 12 the ferrite backing is about 0.5 cmfrom the coil. It can be seen that losses increase rapidly (i.e., about185%) with a thickness change for the ferrite backing between about 5 mmand 10 mm. The resulting loss may decrease the Q factor. As a result, atrade-off may need to be made between performance relative toconsiderations such as volume, weight, and cost.

FIG. 14 shows a simplified diagram of a replaceable battery disposed ina battery electric vehicle (BEV) 220. In this exemplary embodiment, TheBEV side of the wireless energy transfer system is an integral part ofthe vehicles battery unit 222. Present movements towards standardized EVbatteries may enable easy and fast replacement in so-called batteryswapping (or switching) stations. As shown in FIG. 14, the shape andplacement of the battery unit 222 are illustrative of one exemplaryembodiment. Many other configurations are possible. As a non-limitingexample, the bulk of the battery may be below the rear seat.

However, the low battery position may be useful for a battery unit thatintegrates a wireless power interface and that can receive power from acharger embedded in the ground. Fast battery replacement will likelycontinue to coexist with corded and wireless BEV charging and will nottotally supersede any alternative charging solution (e.g., wirelesscharging). In battery swapping stations motorists can get a fullyrecharged battery perhaps in less than a minute (faster than refuelingin a conventional gas stations), while corded and wireless charging willbe the solution at home and for opportunistic charging in public andprivate parking lots to increase vehicles autonomy time.

Due to high capital expenditure issues, deployments of battery swappingstations may be mainly along major transport axis and in larger cities.Another strong argument for a decentralized and in particular for aconvenient charging and docking-to-grid solution is the availability ofBEVs for vehicle-to-grid use as explained above.

In FIG. 14, the EV replaceable battery unit 222 is accommodated in aspecially designed battery compartment 224. The battery unit 222 alsoprovides a wireless power interface 226, which may integrate the entireBEV sided wireless power subsystem comprising the resonant magneticantenna, power conversion and other control and communications functionsneeded for efficient and safe wireless energy transfer between a groundembedded charging base (CB) and the Electric Vehicle (EV) battery.

It may be useful for the BEV antenna to be integrated flush with abottom side of battery unit 222 (vehicle body) so that there are noprotrusive parts and so that the specified ground-to-vehicle bodyclearance can be maintained. This configuration may require some room inthe battery unit dedicated to the wireless power subsystem.

In some exemplary embodiments, the CB antenna and the BEV antenna arefixed in position and the antennas are brought within a near-fieldcoupling region by overall placement of the BEV relative to the CB.However, in order to perform energy transfer rapidly, efficiently, andsafely, the distance between the charging base antenna and the BEVantenna may need to be reduced to improve magnetic coupling. Thus, insome exemplary embodiments, the CB antenna and the BEV antenna may bedeployable moveable to bring them into better alignment.

Also illustrated in FIG. 14 is a battery unit 222 that is completelysealed and that provides contactless power and communications interfaces226,228. A conceptual block diagram of this exemplary embodiment isillustrated in FIG. 16.

FIGS. 15A and 15B are more detailed diagrams of a loop antenna andferrite material placement relative to a battery. In these exemplaryembodiments, the battery unit includes a non-deployable BEV antennamodule as part of the wireless power interface. To prevent magneticfields from penetrating into the battery unit 230 and into the interiorof the vehicle, there may be a conductive shielding 232 (e.g., a coppersheet) between the battery unit and the vehicle. Furthermore, anon-conductive (e.g., plastic) layer 234 to may be used protect theconductive shield 232, the coil 236, and the ferrite material 238 fromall sorts of environmental impacts (e.g., mechanical damage,oxidization, etc.).

FIG. 15A shows a fully ferrite embedded antenna coil 236. The coil 236itself may be made, for example only, of stranded Litz wire. FIG. 15Bshows an optimally dimensioned ferrite plate (i.e., ferrite backing) toenhance coupling and to reduce eddy currents (heat dissipation) in theconductive shield 232. The coil may be fully embedded in anon-conducting non-magnetic (e.g. plastic) material 234. There may be aseparation between coil and ferrite plate in general, as the result ofan optimum trade-off between magnetic coupling and ferrite hysteresislosses.

FIG. 16 is a simplified block diagram of portions of a battery system250 in a BEV equipped to receive wireless power. This exemplaryembodiment illustrates wireless power interfaces that may be usedbetween an EV system 252, a battery subsystem 254, and the wirelesscharging interface to a CB (not shown). The battery subsystem 254provides for both energy transfer and communications with a wirelessinterface between the EV and the battery subsystem 254, which enables acompletely contactless, closed, and sealed battery subsystem 254. Theinterface may include all the required functionality for bidirectional(two-way) wireless energy transfer, power conversion, control, batterymanagement, and communications.

The charger to battery communication interface 256 and wireless powerinterface 258 has been explained above and it shall be noted again thatFIG. 16 shows a generic concept. In specific embodiments, the wirelesspower antenna 260 and the communications antenna may be combined to asingle antenna. This may also apply to the battery-to-EV wirelessinterface 262. The power conversion (LF/DC) unit 264 converts wirelesspower received from the CB to a DC signal to charge the EV battery 266.A power conversion (DC/LF) 268 supplies power from the EV battery 266 toa wireless power interface 270 between the battery subsystem 254 and theEV system 252. A battery management unit 272 may be included to manageEV battery charging, control of the power conversion units (LF/DC andDC/LF), as well as a wireless communication interface.

In the EV system 252, a wireless antenna 274 receives power from antenna276 and a LF/DC power conversion unit 278 may supply a DC signal to asuper capacitor buffer 280. In some exemplary embodiments LF/DC powerconversion unit 278 may supply a DC signal directly to the EV powersupply interface 282. In other exemplary embodiments, a contactlessinterface may not be capable of providing the high battery peak currentrequired by the vehicles drive train e.g., during acceleration. Todecrease the source resistance and thus the peak power capability of theEVs energy storage system as “seen” at the EV power supply terminals, anadditional super capacitor buffer may be employed. An EV electricalsystem control unit 284 may be included to manage control of the powerconversion unit (LF/DC) 278, charging of the super capacitor buffer 280,as well as a wireless communication interface 262 to the EV and thebattery subsystem 254. Furthermore, it is noted that V2G capabilities,as described above, may apply to the concepts described with referenceto, and illustrated in, FIG. 16.

Wireless power delivery to BEVs may require a significant amount ofpower. As a result, lower frequencies may be more appropriate fortransmission of the higher power. Power conversion electronics may bemore available at the lower frequencies of VLF and LF. The followingdiscussions will refer to LF frequencies for clarity and brevity.However, unless other wise noted, the following discussion may also beapplicable to VLF or frequencies above LF. In converting DC to LF, areflected impedance is seen by the transmitter (power converter) and aDC resistance is seen at the DC power supply terminals.

FIGS. 17A and 17B illustrate a simplified circuit diagram and awaveform, respectively, for a power conversion system using ahalf-bridge series resonant circuit. The half-bridge circuit 300 in FIG.17A illustrates a transmit power conversion circuit that converts DCpower with a voltage V_(DC) and current I_(DC) to LF power at a suitableoperating frequency to supply a series resonant antenna circuit (L₁, C₁)with voltage V₁ and current I₁, and which presents a load resistanceR_(1L) at fundamental frequency. This load resistance represents thereal part of the impedance ‘reflected’ by the power receiver (not shownin FIG. 17A). At its DC input terminals, the half bridge powerconversion circuit 300 presents an input resistance R_(DC). Powerconversion is performed using two actively controlled solid-stateswitches S₁ and S_(1′) switching at the operating frequency andconfigured as a half bridge. Capacitor C_(DC) assists in buffering DCinput power and stabilizing the input voltage and to block switchingfrequency signals from propagating into the DC supply. The waveforms inFIG. 17B illustrate the switching voltage V₁(t) that is substantiallysquare wave as well as its DC component and fundamental frequencycomponent V_(1,0)(t)+V_(DC)/2. It can be shown that the apparentresistance R_(DC) at DC input of the half bridge power conversion isabout four times the resistance R_(1L).

FIGS. 18A and 18B illustrate a simplified circuit diagram and awaveform, respectively, for a power conversion system using a fullH-bridge series resonant circuit. The full-bridge circuit 310 in FIG.18A illustrates a transmit power conversion circuit that converts DCpower with a voltage V_(DC) and current I_(DC) to LF power at a suitableoperating frequency to supply a series resonant antenna circuit (L₁, C₁)with voltage V₁ and current I₁, and which presents a load resistanceR_(1L) at fundamental frequency. This load resistance represents thereal part of the impedance ‘reflected’ by the power receiver (not shownin FIG. 17A). At its DC input terminals, the full bridge powerconversion circuit presents an input resistance R_(DC). Power conversionis performed using four actively controlled solid-state switches S₁₁,S_(11′) S₁₂, and S_(12′) configured as a full bridge, all switching atthe operating frequency and in appropriate phase. Capacitor C_(DC)assists in buffering DC input power and stabilizing the input voltageand to block switching frequency signals from propagating into the DCsupply. The waveforms in FIG. 18B illustrate the switching voltage V₁(t)that is substantially square wave as well as its fundamental frequencycomponent V_(1,0)(t). (There is ideally no DC component). It can beshown that the apparent resistance R_(DC) at DC input of the full bridgepower conversion is about equal to the resistance R_(1L).

FIG. 19 is a simplified circuit diagram for a power conversion system toillustrate reciprocal operation of the transmit power conversion as areceive power conversion that acts as a half bridge rectifier. Thehalf-bridge rectifier circuit 320 in FIG. 19 illustrates a receive powerconversion circuit for generating a DC power with a voltage V_(DC,L) andDC current I_(DC,L) when connected to a load resistance R_(DC,L). Thetwo solid-state switches S₂ and S_(2′) are synchronously switching withthe frequency and in phase of the power received by series resonantantenna circuit (L₂, C₂) with a voltage V₂ and current I₂. The voltagesource with voltage V_(ind,2) represents the voltage induced by thetransmitter. In some exemplary embodiments, the solid-state switches maybe actively controlled, whereas in other exemplary embodiments, they maysimply be diodes. Capacitor C_(DC) assists in the filtering andbuffering of the rectified LF power. It can be shown that for a halfbridge topology, the apparent load resistance R_(2L) as seen by thereceive resonant antenna at fundamental frequency is about four timeslower than the DC load resistance R_(DC,L) connected to the DC output ofthe receive power conversion. As noted on FIG. 19, an exemplaryembodiment may also include a full H bridge topology (not shown) andwould have an impedance transformation ratio R_(2L)-to-R_(DC,L) of aboutone-to-one.

FIG. 20 is a simplified equivalent circuit of a wireless power systemillustrating some parameters that may be varied in development of anefficient wireless power system. In general, on the transmit side, theLF power source providing the LF signal at voltage V_(S) and itsequivalent source impedance R_(S) are substantially fixed (given). Thesesource impedance may represent any losses produced in transmit powerconversion circuit elements and any matching or filtering circuitryprior to the resonant transmit antenna. In general, on the receive side,the load resistance R_(L) and voltage V_(L), as well as the seriesresistance R_(r) are substantially fixed (given). The series resistanceR_(r) may represent any losses produced in receive power conversioncircuit elements and any matching or filtering circuitry post to theresonant receive antenna. Similarly for a given spatial relationshipbetween the transmit and receive antennas, the unloaded Q-factor of thetransmit antenna coil Q₁ and the unloaded Q-factor of the receiveantenna coil Q₂, as well as the coupling factor (k) therebetween can beconsidered as fixed (given) and the other circuit elements are adaptedto optimize power transfer based on given Q₁, Q₂, and the couplingfactor (k).

A sensible approach to this design problem first specifies the requiredsource and load voltages (in particular the required voltage transferratio Γ_(V,e)) and target Q-factors Q₁ and Q₂ for the antenna/coils.Optimization is then performed by varying antenna inductances L₁ and L₂,series resonant loss resistance R₁ and R₂, series resonant capacitors C₁and C₂, and combinations thereof for maximum transfer efficiency whilemaintaining specified antenna unloaded Q-factors Q₁ and Q₂.

This approach assumes that antenna coils can be designed for any desiredinductance under a specified Q-factor constraint. Coil design practiceindicates that the Q-factor is mainly determined by the specifiedvolume/form factor constraints rather than by inductance. Thus aQ-factor constraint is eventually a volume/form factor constraint.

If an optimum inductance was found beyond the available range defined bythe specified volume/form factor constraints, then specific antennamatching circuitry would become necessary. In a strongly coupled regime,such specific matching is normally not required as realistic inductanceswill result. However, moderately or weakly coupled regimes typicallyrequiring special provisions for antenna matching.

To find optimum values for the variables L₁ and L₂ a system of twoindependent equations may be used. One equation results from thespecified voltage transfer ratio, another one from the optimum loadresistance.

Using the definitions of the total Q-factor:

$Q_{1,{tot}} \equiv \frac{Q_{1}\omega_{0}L_{1,{opt}}}{{\omega_{0}L_{1,{opt}}} + {Q_{1}R_{S}}}$

the equation for the ratio Γ_(V,e) may be expressed as:

${❘\Gamma_{V,e}❘} = {\sqrt{\frac{L_{2,{opt}}}{L_{1,{opt}}}} \cdot \frac{kQ_{1,{tot}}}{1 + \sqrt{1 + {k^{2}Q_{1,{tot}}Q_{2,{tot}}}}}}$

and the optimum load resistance R_(L,opt) may be expressed as:

$R_{L} = {\frac{\omega_{0}L_{2,{opt}}}{Q_{2}} \cdot \sqrt{1 + {k^{2}Q_{1,{tot}}Q_{2,{tot}}}}}$

Except for a strongly coupled symmetric magnetic resonant link (L₁=L₂),there may be no simple analytical solution for L_(1,opt) and L_(2,opt)neither for the general case nor for a strongly coupled regime. As aresult, a numerical approach or network simulation supportingoptimization may be a better way to find solutions.

For the strongly coupled symmetric link, we simply obtain:

${L_{1,{opt}} = {L_{2,{opt}} = {{L_{opt} \cong {\frac{R_{L}}{k\omega_{0}}{for}Q_{1}}} = {Q_{2} = Q}}}},{R_{S} = {R_{r} = R^{\prime}}}$

In the symmetric case however, the voltage transfer ratio is determinedby the network symmetry and becomes:

${❘\Gamma_{V,e}❘} \cong \frac{kQ_{tot}}{1 + {kQ_{tot}}} \cong \sqrt{\eta_{M,e,\max}}$

where:

$Q_{tot} \cong \frac{Q_{1}\omega_{0}L_{opt}}{{\omega_{0}L_{opt}} + {QR}_{S}}$

and: η_(M,e,max) is the maximum achievable end-to-end efficiency.

FIG. 21 illustrates an equivalent circuit that may be useful to modelvarious parameters of a wireless power system. If optimum inductance isunrealizable at a specified Q (e.g., due to voltage or currentconstraints), a specific matching circuit may be needed, which isnormally the case in a moderately or weakly coupled regime or forparticular values of R_(L). As shown in FIG. 21, a matching circuit canbe represented using ideal transformers (2110 on the transmit side and2120 on the receive side). Such transformation can be accomplished inmany different ways, such as, for example, using shunt capacitance tosource and/or load, parallel resonance, inductive coupling loops, etc.

Many elements must be considered in maximizing overall transferefficiency in a magnetic resonant link. Optimum matching may begenerally determined by the required overall voltage transfer ratio, andthe magnetic links internal and external losses (e.g., due to powerconversion). In strongly coupled regimes, matching can normally beachieved by choosing a pair of optimum antenna inductance (or L-C ratio)at a specified Q factor. Matching by L-C ratio, if possible, may bepreferable as this method is simplest and does not introduce additional(lossy) and expensive components. In addition, the circuitry fortransmit and/or receive power conversion may be used to performimpedance transformation to adapt apparent source resistance and/or loadresistance to the optimum value. However this may add extra losses,which may unfavorably alter the ratio R_(r) to R_(L). As a result, suchmethods may best be used when coupling is variable or the loadresistance changes dynamically and considerably.

FIG. 22 is a simplified block diagram of a wireless power system 400 fora BEV illustrating some basic components of the system. It should benoted that throughout this description, AC supply voltages may bereferred to with the European standards of about 230 volts AC at about50 Hz. However, supply voltages may be DC, and other AC formats such asthe United States standards of 110 volts AC at 60 Hz and 220 volts AC at60 Hz. The following descriptions will refer to LF frequencies forclarity and brevity. However, unless otherwise noted, the followingdiscussion may also be applicable to VLF or frequencies above LF.

If the power input signal is DC, the DC/LF converter 402 changes theintermediate DC voltage to a frequency in the LF range for driving thetransmit antenna of the wireless power link.

If the power input signal is AC, the AC/DC converter 404 changes the ACsupply voltage to an intermediate DC voltage and a DC/LF converter 406changes the intermediate DC voltage to a frequency in the LF range fordriving the transmit antenna of the wireless power link. A receiveantenna 410 couples with the transmit antenna 408 when it is in thecoupling-mode region of the transmit antenna and resonates atsubstantially the same frequency as the transmit antenna. A LF/DCconverter 412 changes the LF signal from the receive antenna 410 to a DCsignal for charging the BEV battery 414. At some exemplary embodimentparameters for the LF/DC converter 412, the power available (P_(L,nom))may be about 2 kW, the voltage available (V_(L,nom)) may be about 400V_(DC), and the current available (I_(L,nom)) may be about 5 amps. Theimpedance seen by the LF/DC converter 412 in this case may be about 80Ω.

FIG. 23 is a simplified circuit diagram of a wireless power system 420for a BEV illustrating some possible circuits and waveforms forgenerating wireless power signals. In the exemplary embodiment of FIG.23, diodes D₁₁, D_(11′), D₁₂, and D_(12′) along with capacitor C_(DC,1)form the AC/DC conversion to the intermediate DC voltage on the transmitside. Transistors Q₁₄, Q_(14′), Q₂₄, and Q_(24′), create the DC/LFconversion using a pulse-width-modulation (PWM) approach to controlswitching of the transistors. Capacitor C₁ and inductance L₁ representthe series resonant transmit antenna. In the exemplary embodiment ofFIG. 23, the PWM control may be set at about a 50% duty cycle to ensurethat there is switching only when resonant antenna current I₁(t) passeszero. A receive antenna L₂ couples with the transmit antenna L₁ when itis in the coupling-mode region of the transmit antenna providing amutual inductance M and resonates at substantially the same frequency asthe transmit antenna. On the receive side, diodes D₂₁, D_(21′), D₂₂, andD_(22′) along with capacitor C_(DC,2) form the LF/DC converter andrectify the LF signal from the receive antenna to create the DC voltage,and current, power, when loaded by a corresponding DC resistance asshown in FIG. 22.

Of course, power control may also be needed if different BEV classeswith different charging power requirements have to be supported by thesame charging base. Moreover, power control may be useful for reasons,such as, for example, to regulate charging current, to ramp up and rampdown power smoothly, and to operate the system in a low power mode forantenna alignment, to emit a low power (beacon) signal that can be usedto guide BEVs to a charging spot (guidance system), and/or to align thewireless power antennas of the charging base and/or the BEV, and othertuning and testing purposes.

FIG. 24 is a simplified block diagram of a wireless power system 430 fora BEV illustrating a variable power control block for converting DCpower to wireless power at a suitable frequency. The elements in FIG. 24are similar to the elements in FIG. 22 except that the DC/LF converter432 on the transmit side is now variable to accomplish power control.

FIGS. 25A-25G are simplified block diagrams of a wireless power systemfor a BEV illustrating various exemplary embodiments of the variablepower control block of FIG. 24. In FIG. 25A, an additional DC/DCconverter 442 (also referred to herein as a DC-to-DC converter) isplaced between the AC/DC converter 444 (also referred to herein as aAC-to-DC converter) and the DC/LF converter 446 (also referred to hereinas a DC-to-LF converter). As non-limiting examples, this DC/DC converter442 may be a buck converter or a boost converter for modifying thevoltage level of the intermediate DC supply of the DC/LF converter 446.Also shown is that the DC/LF converter 446 is driven at a 50% duty cycleto ensure zero current switching as explained above with reference toFIG. 23.

In FIG. 25B, the DC/LF converter 456 is modified from a 50% duty cycleto a lower or higher duty cycle to adjust the amount of power deliveredto the transmit antenna. A duty cycle other than 50% may compromiseoverall efficiency somewhat, because zero current switching cannot bemaintained, but it is a simple means for adjusting power levels withoutusing additional circuitry.

In FIG. 25C, the operating frequency is offset from resonance bychanging the frequency of the PWM control signal in the DC/LF converter466 relative to the resonant frequency of the transmit and receiveantenna. This offsetting of the PWM frequency relative to the resonantfrequency will reduce the amount of transmitted power, but will alsoreduce link efficiency as zero-current switching cannot be maintained inan off-resonance mode.

In FIG. 25D, the resonant frequency of the antenna is detuned by addingvariable capacitance to the resonant transmit antenna circuit, whichwill reduce the amount of power transferred between the transmit antennaand the receive antenna. As non-limiting examples, tuning may beaccomplished using a capacitor bank 470 with active switching components(as shown below with reference to FIG. 53) or by switch-controlledcapacitance/inductance techniques.

In FIG. 25E, the DC/LF converter 476 topology is reconfigured from afull-bridge rectifier to a half-bridge rectifier when power has to bereduced or vice versa when maximum power needs to be restored. Thismethod comes almost for free as it does not require additional circuitryand can be accomplished solely by changing the PWM driving waveforms.This method however only allows for a two level (coarse) power control.

In FIG. 25F, the DC/LF converter 486 excites the resonant transmitantenna with one of the harmonic components of its drive waveform. Inother words, the DC/LF converter 486 operates at a subharmonic frequencyof the actual transmission frequency. This method allows power to bechanged in a number of levels according to the levels contained in aharmonics series.

In FIG. 25G, the AC/DC converter 490 providing DC supply power to theDC/LF converter 496 may be intermittently operated with a duty cycleadjusted to the average power (battery charge current) demand. Thisaverage power control method in conjunction with battery charging isalso known as pulse charging.

Of course, any of the embodiments described in FIGS. 25A-25G may be usedin combination to form additional means for power control and creatingmeans for both coarse and fine adjustments.

FIG. 26 is a simplified block diagram of a wireless power system 500 fora BEV illustrating that the means and methods for variable power controlshown in FIGS. 24-25G may also be applicable to load adaptation in theBEV. Load adaptation is needed to maintain the load resistance as seenby the wireless power link and in particular by the resonant receiveantenna at an optimum value to operate the link efficiently. This loadresistance may change e.g. if battery charging current is reduced andmay be a direct consequence of transmit side power control. The variableLF/DC converter 502 on the receive side may be configured in a mannersimilar to those described above in FIGS. 25A-25G except that thesemeans are used to regulate (transform) the load impedance as seen by thereceive antenna, rather than to control power. Transmit side powercontrol and receive side load adaptation may be considered astransformers whose transformation ratios (n_(TX):1) and (1:n_(RX)),respectively, are adjustable. This contemplation shows theirrelationship. For example, if n_(TX) is increased to reduce power thenn_(RX) may have to be increased by the same amount to readapt to theload. (Note that the load voltage V_(L) may be substantially constant,independently on n_(RX), since the load is a battery that issubstantially a voltage source. Therefore power control andcorresponding load adaptation cannot be simply explained as a mean tomaintain a constant output voltage, thus not trivial.)

FIG. 27 is a simplified block diagram of a wireless power system 520 fora BEV illustrating a communication channel between the BEV and thecharging base (CB) that may be present in some embodiments of theinvention. The communication channel was explained earlier. In thecontext of power control, the BEV communication unit, or other units inthe BEV side, may sense values of voltage and current to the BEV batteryand provide feedback through the BEV communication unit to the CBcommunication unit. Based on the values sensed, both the variable DC/LFconverter in the transmit (CB) side and the variable LF/DC converter inthe receive (BEV) side may adjust transformation ratios by any of themeans discussed above to optimize power transfer or otherwise adjustpower transfer.

FIG. 28 is a simplified block diagram of a wireless power system 540 fora BEV illustrating a variable power control block 542 and a power factorcorrection block 544 for converting a DC signal to a LF signal at asuitable frequency for wireless power. Power factor correction may bedefined as a reduction of harmonic content in currents of the AC supplysystem. Reducing current harmonics content may be a requirement forcompliance of electric appliances consuming power above a specifiedlimit according to international or national standards (e.g., IEC61000-3-2). Reducing AC current harmonics helps energy suppliers toreduce excessive power losses in the power grid and to maintain mainsvoltage substantially sinusoidal.

FIGS. 29A-29C illustrate a conventional rectifier circuit 560, typicalvoltage and current waveforms, and a current harmonics spectrum,respectively, before power factor correction has been included. In FIG.29A, a conventional full-bridge rectifier 560 is illustrated with fourdiodes and a load capacitor on the output V_(DC). The input voltages andcurrents are labeled as V_(AC)(t) and I_(AC)(t), respectively.

There may be regulations in some regions to limit some of theseharmonics because they can cause losses that may be charged to theaccount of the energy supplier. FIG. 29B illustrates the voltage andcurrent waveforms for the conventional full-bridge rectifier. Thevoltage curve is a sine wave; however, the current curve has spikeswhere the diodes switch to a conducting mode when recharging the DCsmoothing capacitor in each AC cycle. In a Fourier analysis, thesecurrent spikes will have highest level at fundamental frequency, butthey will also produce a number of harmonic signals, which can havequite high amplitudes as shown in FIG. 29C. In another contemplation,the input resistance as seen by the AC power supply system is timevariant (R_(AC)(t)) and may change considerably and periodically withthe AC frequency.

FIG. 30 is a simplified block diagram of a rectifier 570 with a passivepower factor correction block 572. In FIG. 30 the conventional rectifier570 is followed by a passive device 572 that is a large inductorinserted in series between the rectifier and the smoothing capacitor.The inductor acts as a choke that will somewhat reduce harmonic contentin the AC input current. However, the passive choke can be very bulkyand introduces a voltage drop on the DC output, thus losses.

FIGS. 31A-31D illustrate a simplified schematic diagram, voltage andcurrent waveforms, a correction function, and a harmonics spectrum,respectively, with active power factor correction. FIG. 31A illustratesan active power factor correction module (PFC) 580 inserted after theconventional rectifier 582. As a non-limiting example, the active PFC580 may be configured as a boost converter operated with a time-variantAC periodic transformation ratio M(t) as shown in FIG. 31D, whichcreates and presents a variable impedance to the rectifier. Thisvariable impedance function may be configured such that the resistanceas seen at the rectifiers input (R_(AC)(t)) and that is normallytime-variant becomes substantially constant. As a result, theinstantaneous resistance seen at the AC input terminal is substantiallyconstant and the voltage and current waveforms both maintain asubstantially sinusoidal shape as shown in FIG. 31B, thus low harmoniccontent in the AC input current as shown in FIG. 31C.

FIG. 32 is a graph illustrating the harmonics present in a rectifierwithout power factor correction, a rectifier with passive power factorcorrection and a rectifier with active power factor correction. Curve3210 illustrates a maximum limit that may be acceptable for harmoniccontent according to some standards. Curve 3220 illustrates harmonicsfor a full-bridge rectifier with no PFC. Curve 3230 illustrates thelower harmonic values that can be produced for the full-bridge rectifierfollowed by the simple choke as illustrated in FIG. 30. Curve 3240illustrates the even lower harmonic levels that can be achieved with afull-bridge rectifier followed by an active PFC module as illustrated inFIG. 31A.

FIG. 33 is a simplified block diagram of a wireless power system 800 fora BEV illustrating a variant that does not perform power factorcorrection but rather relies on PFC that may exist as part of the BEV'sconductive charging system. This variant assumes that the wireless powersystem connects to the BEVs conductive charging interface 802 in analternative manner. It can also be assumed that wireless (cordless)charging will not supersede corded charging via the standardizedcharging plug, so there will always be a conductive charging interface(CCI). A solid state switch or relay 804 may be included to switchbetween cordless and corded charging. Corded charging may directly pluginto the AC supply system or may use other means for charging the BEVwith a wired connection. With this configuration, a PFC module 806 onthe receive side may already be available for reducing harmonics at theconductive charge interface that may have to comply to same standards.As a result, with the exemplary embodiment of FIG. 33, the PFC module806 of the BEV charging system can be used to control harmonics backthrough the wireless power link to the charging base such that there maybe no need for transmit-side PFC. In this case however, the wirelesspower transmit waveform will be no more constant envelope as shown andexplained in the following. It should be noted that the AC/DC converter808 on the BEV charging system would be in place to support the ACsignal from the CCI. The DC signal from the LF/DC converter 810 can passdirectly through the AC/DC converter 808 as a DC signal. Therefore,there may be no need to convert the LF from the wireless power link toan AC compatible with the CCI and an existing and simpler LF/DCconverter 810 can be used.

FIG. 34 is a simplified circuit diagram of a wireless power system 820for a BEV illustrating some possible circuits and waveforms performinginherent power factor correction at AC supply input. Diodes D₁₁,D_(11′), D₁₂, and D_(12′) rectify the AC input power to generate asubstantially unfiltered DC power to supply the DC/LF converter. The DCwaveform may be considered as rectified half waves or AC halfwavemodulated DC. As a consequence the output of the DC/LF converter and thetransmit antenna (L₁) current will be AC halfwave modulated too as shownin FIG. 34. An inductor L_(DC) may be used in combination with capacitorC_(DC,1) to lightly smooth the intermediate DC supply voltage and toblock the LF that may be generated by the PWM circuits from propagatingback in to the AC supply system in the sense of EMI filtering. The lowfrequency PWM drive signals are shown as square waves controlling theswitching transistors Q₁₄, Q_(14′), Q₂₄, and Q_(24′) configured as fullbridge such that the unfiltered DC supply is modulated onto the LF toproduce the modulated AC signal at the transmit antenna. On the BEVside, diodes D₂₁, D_(21′), D₂₂ and D_(22′) rectify the receivedmodulated AC signal to produce a DC output that AC modulated too.Capacitor C_(DC,2) serves to lightly smooth the DC output and to removethe LF content at the BEV charging interface in the sense of EMIfiltering. Since this wireless power system will be transparent meaningthat load resistance as seen at the CCI will be reflected back to its ACsupply input, the instantaneous resistance as seen at the AC input ofthe wireless power system will also be substantially constant and thuslow harmonic level.

FIG. 35A and 35B are graphs illustrating transmit waveforms in the timedomain and frequency domain, respectively, that would be generated bythe exemplary embodiment of FIG. 34 with non-filtered DC supplied to thelow frequency (LF) stage. FIG. 35A shows transmit antenna current in thetime domain as a 100 Hz pulsed AM signal. FIG. 35B shows the transmitsignal in the frequency domain to show the fundamental frequency atabout 100 Hz and the harmonic side bands on either side of thefundamental frequency.

FIG. 36 is a simplified block diagram illustrating a bidirectionalwireless power system 840 including a bidirectional wireless powertransceiver for a BEV. Bidirectional or two-way energy transfer meansthat energy can be transferred either from charging base towards BEV orfrom BEV towards charging base which is to the power grid. As explainedearlier, bidirectional wireless power transfer will be required torealize the V2G (Vehicle-to-Grid) functionality that may become animportant feature in future smart grids in which BEVs temporarilyconnected to the grid will be used as distributed energy storage devices854 e.g. to compensate for fluctuations in distributed renewable energyproduction and to locally stabilize the power grid. Thus, exemplaryembodiments may be configured with the CB side AC/DC converter 842, theDC/LF converter 846 as bidirectional power converters. Similarly, theLF/DC converter, the AC/DC converter, and the PFC 850 on the BEV sidemay be configured as bidirectional power converters. As a result, theexemplary embodiment of FIG. 36 is symmetrical and capable oftransferring and controlling power in both directions across thewireless power link. It should also be noted that the AC/DC converter848 on the BEV charging system would be in place to support the ACsignal from the CCI 852. The DC signal from the LF/DC converter 846 canpass directly through the AC/DC converter 848 as a DC signal, as wasexplained above with reference to FIG. 33. Therefore, in a bidirectionalsystem, some exemplary embodiments may include an AC/DC conversion onthe BEV side. In other exemplary embodiments, the AC/DC converter 848 onthe BEV side, when operating in the reverse direction, would convert toa CCI frequency or LF, depending on which interface was selected.

FIG. 37 is a simplified circuit diagram of a wireless power system 860for a BEV illustrating a symmetric topology for bidirectional wirelesspower transfer with an intermediate unfiltered DC supply. In thefollowing it is assumed that the wireless power system interfaces at ACat both of its interfaces (CB side and BEV side). On both the CB sideand the BEV there is a cascade of full bridge PWM modules that mayeither act as AC/DC converter (rectifier) or DC/AC converter (inverter,which may also be referred to herein as DC-to-AC converters) or as LF/DC(rectifiers) or DC/LF converters (inverters), respectively withsubstantially unfiltered intermediate DC that assumes light smoothing asdescribed with reference to FIG. 34. As referenced herein, a converteroperating as either digital-to-analog or analog-to-digital may be may bereferred to herein as a DC/AC converter. It should be noted that forbidirectional power transfer, when a DC/AC (DC/LF) converter is operatedon a CB side is operated in receive mode, the DC/AC (DC/LF) converter isactually operating as a rectifier instead of as an inverter. Similarly,when an AC/DC converter on the BEV side is operating in transmit mode,then the AC/DC converter is actually operating as an inverter instead ofas a rectifier. Accordingly, bridge circuits, namely full-bridge andhalf-bridge circuits when configured for bidirectional power transfer,operates as both a rectifier and as an inverter depending upon thedirection of power transmission. Therefore, bidirectional full-bridgecircuits and half-bridge circuits may be synonymously referred to hereinas full-bridge inverter/rectifier and half-bridge inverter/rectifiercircuits.

When transmitting energy from the CB to the BEV, the AC input on the farleft is rectified by the AC/DC converter (first full bridge Q₁₁,Q_(11′), Q₁₂, Q_(12′)) that is operated as a synchronous rectifier toproduce an unfiltered DC supply. Synchronous rectification means thatonce in synchronous mode rectification is performed by the activeswitches (transistors) rather than by the passive diodes that are alwaysin parallel also to protect active switches from reverse polarization.The use of active switching which is here needed to operate convertersin both directions (i.e., bidirectional power converters) may bring theadditional advantage of lower switching losses thus higher efficiency.The unfiltered DC supplies the following full bridge (Q₁₃, Q_(13′), Q₁₄,Q_(14′)) that is the DC/LF converter and that drives AC modulated LFcurrent into the resonant antenna of the CB. On the BEV side,accordingly, the third full bridge (Q₂₁, Q_(21′), Q₂₂, Q_(22′))synchronously rectifies received LF power to AC-modulated DC power andthe fourth full bridge (Q₂₃, Q_(23′), Q₂₄, Q_(24′)) reconverts it to ACpower. In specific applications, there may be a DC supply at CB sideinput, in this case the first full bridge would be operated in a staticmode without switching. The same apply to the fourth bridge if the BEVside did accept DC power.

When transmitting from the BEV to the CB, the same power conversionprocess using bidirectional power converters as described above mayapply however in reverse direction and it accordingly applies in regardsto a possible DC interface either on BEV side or on CB side or on bothsides.

FIG. 38 is a simplified circuit diagram of a wireless power system 870for a BEV illustrating another symmetric topology for wireless powertransfer without an intermediate unfiltered DC supply and based on afrequency mixing approach. The exemplary embodiment of FIG. 38 uses afully symmetric full bridge topology consisting of four bidirectionalactive switch cells. In transmit mode, this topology may operate asAC/LF up-converter which is actually a Double Side Band (DSB) modulatoror in receive mode as LF/AC down-converter which is a synchronous DSBdemodulator to convert the received LF input power into the required ACpower (e.g. 50 Hz). These circuits may also apply if one or bothinterfaces of the wireless power system was a DC interface.

As with the embodiment of FIG. 37, transmission from the CB to the BEVproceeds from an AC input on the left side through the circuitry on theCB side acting as a DSB modulator, to the CB antenna, to the BEVantenna, and through the circuitry on the BEV side acting as ademodulator to create a AC or DC output power on the right side.Similarly, transmission from the BEV to the CB proceeds from an AC or DCinput on the right side through the circuitry on the BEV side acting asa DSB modulator, to the BEV antenna, to the CB antenna, and through thecircuitry on the CB side acting as a demodulator to create an AC or DCoutput power on the left side.

Conversion from a modulator function to a demodulator function may beaccomplished with a bidirectional switch cell including two transistorsin anti-parallel. On the BEV side, the bidirectional switch cellincludes transistor Q₂₁ with a diode in series therewith andcross-coupled transistor Q₂₂ with a diode in series therewith.Similarly, on the CB side, the bidirectional switch cell includestransistor Q₁₃ with a diode in series therewith and cross-coupledtransistor Q₁₄ with a diode in series therewith.

FIG. 39A and 39B are graphs illustrating transmit waveforms in the timedomain and frequency domain, respectively, with power conversion that isDouble Side Band (DSB) modulated. As shown in FIG. 39A, the time domainillustrates that a 180° phase-shift exists on the signal from one AChalf wave pulse to the next AC half wave pulse. This is well known asthe waveform of a double tone signal. As shown in FIG. 39B, in thefrequency domain, a clean double-frequency spectrum is generated ideallywith no spectral skirts (sidebands of 100 Hz harmonics) as it is thecase for the approach shown in FIG. 37. Like the approach of FIG. 37,the DSB modulator approach is transparent in regards to load resistance,thus may be potentially suitable to make use of PFC that may alreadyexist in the BEV charging system for reasons of compliance of the CCI.

FIG. 40 is a simplified block diagram of a wireless power system 880 fora BEV illustrating an alternative approach to interface to the BEVcharging system and that bypasses the BEV AC-to-DC converter to reducethe length of the power conversion chain thus likely increasing itsend-to-end efficiency. This exemplary embodiment illustrates moving thecharging mode switch 882 from the input of the AC/DC to the input of thePFC 884. In FIG. 40, the AC/DC converter 886 is between the CCI 888 andthe switch 882 as opposed to the embodiment of FIG. 36 where the AC/DCconverter is after the switch. This solution avoidsconversion/re-conversion to/from AC on the wireless power side of theswitch. The embodiment of FIG. 36 may be best for a retrofit systembecause the wireless power interface can easily be added in parallel toan existing standard CCI. The embodiment of FIG. 40 may be more usefulfor a system that incorporates wireless charging from the start wherethe wireless power charging can be more optimally designed in andintegration with the CCI.

FIG. 41 is a simplified block diagram of a wireless power system 900 fora BEV illustrating that in some exemplary embodiments there may be noneed for communication between the BEV charging system 902 and the BEVwireless power system 904. In this exemplary embodiment, the wirelesspower system 904 may operate as a slave of the BEV charging system 902.As a slave, the wireless power system 904 can work autonomously to awide extent and inter-system communication may not be necessary as isillustrated by the X mark through the communication interface betweenthe BEV charging system 902 and the BEV communication unit 906. Thisslave mode may be accomplished because, as explained earlier, wirelesspower transfer can be optimized by monitoring voltage and current at thereceive side, at the transmit side, or a combination thereof andpossibly communicating the measured information between the receive sideand the transmit side.

FIG. 42A is a simplified block diagram of a wireless power system 920for a BEV illustrating coarse load adaptation. With coarse loadadaptation, the LF/AC converter 922 can be modified between full-bridgerectification and half-bridge rectification. In addition, the DC-to-DCconverter 924 can be modified by changing its load resistance.

FIG. 42B is a simplified block diagram of a wireless power system 940for a BEV illustrating fine load adaptation. With fine load adaptation,the LF/AC converter 942 can be modified to adjust its transformationratio in fine steps using the appropriate means already described above,such as, for example, detuning and PWM duty cycle adjustments.

FIG. 43 is a simplified block diagram of a wireless power system 960 fora BEV illustrating reverse link load adaptation. As stated earlier, thewireless power system can operate in a reverse link to move power fromthe BEV to the CB. In this case, a load adaptation and control strategyis defined in FIG. 43 for managing the reverse power flow. As with theforward direction, coarse adaptation can be performed by switchingbetween full-bridge rectification and half-bridge rectification, exceptthat the rectification switching may be performed on the CB side by theAC/LF converter 962 (operating in reverse direction as a LF/ACconverter).

Reverse power mode may detected when the resistance V_(S)/I_(S) at theBEV charging interface appears negative. It is assumed that BEV chargingsystem 964 would limit output voltage V_(S) so that V_(S) would notincrease infinitely (theoretically) if the load presented by thewireless power system 966 in reverse mode dropped off.

As long as voltage V_(S) remains above a defined threshold voltageV_(min), reverse power transmission into the AC mains (i.e., V_(L),I_(L), R_(L)) may be maintained at maximum (or at nominal rating). IfV_(S) drops below V_(min) then the reverse power control may decreasepower transmission until V_(S) rises above the threshold again.

To maintain maximum reverse link efficiency, AC-mains sided loadadaptation may be performed in the charging base subsystem. Since ACmains will exhibit a quasi-constant voltage (behave like a voltagesource), the load resistance as seen into the AC mains will depart fromthe optimum value when power decreases, requiring continuous loadadaptation in CB subsystem.

This behavior is in contrast to feeding into the BEV charging interfacein forward mode. The BEV system may exhibit a different behavior andinput resistance may be influenced by offered voltage.

FIG. 44 is a flow diagram 1000 illustrating coarse load adaptation.

FIG. 45 is a voltage versus current graph illustrating steps of a coarseload adaptation.

FIG. 46 is a voltage versus current graph illustrating steps of a fineload adaptation.

With reference to FIGS. 42-46, coarse load adaptation and fine loadadaptation will be described. An optimum receiver load resistance mayexist that maximizes transfer efficiency of the wireless power link. Thefunction that maintains this optimum load resistance or transforms theactual load resistance as presented by the energy sink (e.g. thebattery) to the optimum load resistance may be referred to as “loadadaptation.” As already noted above, load adaptation may also beconsidered as the reverse function of power control. In wireless highpower, load adaptation is of particular importance, as the magnetic linkneeds to operate at efficiencies close to 100%.

In the example of FIGS. 45 and 46, the wireless power system may beoptimally loaded when RL=23 Ohm if operating in a full bridgeconfiguration. In nominal charging conditions, the receiver may output anominal voltage of about 230 V, a nominal current of about 10 A,providing a nominal power of about 2.3 kW into the optimum load of about23 Ohms. Now imagine that BEV charging process enters a phase in whichcurrent decays slowly, which can be controlled using the DC/DC converterof the BEV charging system. Any current/charge power reduction will havean immediate effect at the output of the wireless power system. Thewireless power system will a priori maintain V_(L), thus I_(L) tends todecrease since power demand by BEV is retrograding. As a consequence,R_(L)=V_(L)/I_(L) will increasingly deviate from R_(L_opt).

Now consider coarse load adaptation. To counteract this false trend, thewireless power system will throttle transmit power slightly so thatV_(L) will drop, in turn forcing the BEV DC/DC converter to lower itsinput resistance (I_(L) to increase) such that the load resistance aspresented by the BEV DC/DC converter becomes again 23 Ohm. This isillustrated by lines 4510 in FIG. 45 with each line indicating a coarseload adjustment as I_(L) continues to decrease. In the V_(L)/I_(L)plane, this control strategy may be visualized as an operating pointalways tracking along the R_(L,opt)=23 Ohm line until a lower limitvoltage is reached.

To counteract any further load resistance increase by the BEV DC/DCconverter, the wireless power system now decides to apply coarse loadadaptation by reconfiguring the receive topology from full-bridge (i.e.,transformation ratio about 1:1) to half-bridge (transformation ratioabout 1:4). In half-bridge, the optimum load resistance that needs to betargeted is, for example 92 Ohms instead of 23 Ohms. V_(L) also willincrease again to near the upper limit of the BEV DC/DC converter inputrange giving room for further demand reduction. The process of powerthrottling can now continue in the same manner however along the 92 Ohmload line until eventually the lower V_(L) limit is reached.

Now, consider fine load adaptation as illustrated in FIG. 46. Fine loadadaptation may be useful if the input voltage tolerance range of the BEVDC/DC converter was tight around the nominal V_(L). In this case thetransformation ratio (1:n) of the receiver would need to be steadilyadapted using one of the methods described above, such as, for example,detuning, PWM duty cycle, etc. When power demand is retrograding and ILtends to decrease, the wireless power system will respond by steadilyincrementing the transformation ratio n such that V_(L) can bemaintained in a tight control band while the load resistance ismaintained at optimum. In the V_(L)/I_(L) chart of FIG. 46, theoperating point will still track the optimum load line but the load linecontinuously changes its slope such that V_(L) stays in the specifiedtight tolerance band.

Of course, this process of coarse/fine load adaptation can be reversedin the same manner when BEV power demand should increase. This is alsoillustrated in FIGS. 45 and 46 with lines 4520 and 4620, respectively.

In the coarse load adaptation approach, the wireless power systemforces/stimulates the BEV DC/DC converter to perform fine loadadaptation while the wireless power system itself only performs coarseload adaptation when the BEV DC/DC converter reaches its limits.

In the fine load adaptation approach, the wireless power system does not(or only marginally) rely on the BEV DC/DC converter and performs loadadaptation alone.

In a system that has to support reverse power mode (Vehicle-to-grid),only fine load adaptation will likely apply in the wireless powersystem, since on the grid-side there will normally not be an externalconverter that can be stimulated to perform fine load adaptation.

FIG. 47 is a graph illustrating frequency versus current characteristicsfor various solid-state switches that may be used in exemplaryembodiments. The semiconductor switches used for the power electronicsstages in a wireless BEV charger may need to fulfil certain generalrequirements, such as, for example: a high operating voltage (e.g., >500V), a medium operating current (e.g., 10 A), a sufficient switchingspeed for VLF or LF frequencies, low on-state losses, and low switchinglosses. Insulated Gate Bipolar Transistors (IGBTs) and Power Metal OxideField Effect Transistors (MOSFETs) are both available for voltagesgreater than 600 V and currents up to 80 A. Other parameters that may beimportant are the switching speed with related switching losses and theon-state losses. IGBTs may be the device of choice for voltages >1000 Vand for low switching speeds in low voltage applications. MOSFETs may bethe device of choice for switching speeds >200 kHz and very low voltageapplications.

FIG. 48 illustrates normalized power as a function of transmitter dutycycle to show a significant range for the duty cycle. For power controlusing pulse-width modulation smooth power control would be dependent onthe resolution available for the pulse width. PWM will likely be mosteffective for power control within the “interesting range” illustratedon FIG. 50 between about 0.25 and 0.5 for the duty cycle. Using PWMoutside of this range may introduce additional harmonics andinefficiencies in the system. As a result, outside the “interestingrange” other power control methods (e.g., half bridge and sub-harmonicdrive) may be more effective.

FIG. 49 is a simplified block diagram illustrating an exemplaryembodiment of a wireless power system 1050 at high frequencies. Suchhigh frequencies (HF) may be in the range of 3 MHz to 30 MHz asexplained earlier and particularly the 13.56 MHz frequency used for RFIDand Near Field Communication (NFC), the 6.78 MHz frequency and the 27.12MHz frequency discussed earlier. As with the LF and VLF embodimentsdiscussed earlier, the AC/DC converters and DC/HF converters (ratherthan DC/LF) can be configured to be bidirectional such that power can betransferred through the wireless power link from the CB to the BVE orfrom the BVE to the CB.

FIG. 50 is a simplified circuit diagram of a wireless power system 1060for a BEV illustrating an asymmetric Class E topology for wireless powertransfer. The resonant antennas on both the CB side and the BEV side mayinclude inductors (L_(M1) and L_(M2′), respectively) and capacitors(C_(S1) and C_(S2), respectively) for impedance matching. On the CBside, transistor Q₁ may be used to generate the HF power. DC supply maybe blocked for HF signals by capacitor C_(P1) and inductor L_(CH1) ispart of the well known class E circuit. When performing a receivefunction, transistor Q₁, capacitor C_(P1) and inductor L_(CH1) can actas a synchronous rectifier to reconvert HF power to DC power. On the BEVside, Q₂₁, capacitor C_(P2) and inductor L_(CH2) can perform the same HFpower generation or HF rectification depending on whether the BEV istransmitting or receiving, respectively.

FIG. 51 is a simplified circuit diagram of a wireless power system 1070for a BEV illustrating a symmetric Class E topology for wireless powertransfer at HF. The embodiment of FIG. 53 is similar to the embodimentof FIG. 52 except that it is fully symmetrical with duplicated circuitryon each side of the transmit antenna and duplicated circuitry on eachside of the receive antenna. Since more active switches are involvedthis topology may have higher power capability, moreover, even harmonicsin the antenna currents ideally cancel therefore simplifying additionalharmonics filtering (not shown in FIG. 51).

FIG. 52 is a simplified circuit diagram illustrating harmonics filteringin a wireless power system 1080 for a BEV operating at VLF, LF or evenhigher frequencies. For some frequencies, a light harmonics filteringmay suffice to achieve compliance with some standards. In still otherexemplary embodiments, harmonics filtering may be performed by exemplaryembodiments discussed above and additional harmonics filtering may beincluded as shown in FIG. 52. In FIG. 52, the harmonics filtering forthe case of a full bridge topology is illustrated as box 5210 on the CBside and box 5220 on the BEV side. For example, on the CB side, theharmonics filter 5210 has a symmetric low pass structure and may includeinductors L_(HF1) and L_(HF1′) with a capacitor C_(HF1) therebetween.Similarly, on the BEV side, the harmonics filter 5220 has a symmetriclow pass structure and may include inductors L_(HF2) and L_(HF2′) with acapacitor C_(HF2) therebetween.

FIG. 53 is a simplified circuit diagram illustrating resonance tuning ina wireless power system 1090 for a BEV that is based on a full bridgetopology. The exemplary embodiment of FIG. 53 can be configured to makeminor changes to the resonant frequency. These minor changes may beuseful, for example, to compensate for some undesired de-tuning effectfrom other circuitry and to purposefully move the resonant frequency forpower control. A main full-bridge topology is formed with solid-stateswitches S₁₁, S_(11′), S₁₂, and S_(12′) and a main capacitor C₁₁. Anumber of “mini” half bridges can be added with a correspondingcapacitor to modify characteristics of the full-bridge by addingincremental amounts of capacitance. “n” half-bridges are illustrated inFIG. 53. A first half-bridge includes solid-state switches S₁₃, S_(13′),and capacitor C₁₂. A final half-bridge includes solid-state switchesS_(1n), S_(1n′), and capacitor C_(1n). A desired number of half-bridgescan be synchronously switched with the full-bridge to add in incrementalcapacitances and modify the resonant frequency due to the additionalcapacitance. This tuning network applies to operating the full bridge inboth transmit and receive (synchronous rectification) mode.

Those of skill in the art would understand that information and signalsmay be represented using any of a variety of different technologies andtechniques. For example, data, instructions, commands, information,signals, bits, symbols, and chips that may be referenced throughout theabove description may be represented by voltages, currents,electromagnetic waves, magnetic fields or particles, optical fields orparticles, or any combination thereof.

Those of skill would further appreciate that the various illustrativelogical blocks, modules, circuits, and algorithm steps described inconnection with the exemplary embodiments disclosed herein may beimplemented as electronic hardware, computer software, or combinationsof both. To clearly illustrate this interchangeability of hardware andsoftware, various illustrative components, blocks, modules, circuits,and steps have been described above generally in terms of theirfunctionality. Whether such functionality is implemented as hardware orsoftware depends upon the particular application and design constraintsimposed on the overall system. Skilled artisans may implement thedescribed functionality in varying ways for each particular application,but such implementation decisions should not be interpreted as causing adeparture from the scope of the exemplary embodiments of the invention.

The various illustrative logical blocks, modules, and circuits describedin connection with the exemplary embodiments disclosed herein may beimplemented or performed with a general purpose processor, a DigitalSignal Processor (DSP), an Application Specific Integrated Circuit(ASIC), a Field Programmable Gate Array (FPGA) or other programmablelogic device, discrete gate or transistor logic, discrete hardwarecomponents, or any combination thereof designed to perform the functionsdescribed herein. A general purpose processor may be a microprocessor,but in the alternative, the processor may be any conventional processor,controller, microcontroller, or state machine. A processor may also beimplemented as a combination of computing devices, e.g., a combinationof a DSP and a microprocessor, a plurality of microprocessors, one ormore microprocessors in conjunction with a DSP core, or any other suchconfiguration.

The steps of a method or algorithm described in connection with theexemplary embodiments disclosed herein may be embodied directly inhardware, in a software module executed by a processor, or in acombination of the two. A software module may reside in Random AccessMemory (RAM), flash memory, Read Only Memory (ROM), ElectricallyProgrammable ROM (EPROM), Electrically Erasable Programmable ROM(EEPROM), registers, hard disk, a removable disk, a CD-ROM, or any otherform of storage medium known in the art. An exemplary storage medium iscoupled to the processor such that the processor can read informationfrom, and write information to, the storage medium. In the alternative,the storage medium may be integral to the processor. The processor andthe storage medium may reside in an ASIC. The ASIC may reside in a userterminal. In the alternative, the processor and the storage medium mayreside as discrete components in a user terminal.

In one or more exemplary embodiments, the functions described may beimplemented in hardware, software, firmware, or any combination thereof.If implemented in software, the functions may be stored on ortransmitted over as one or more instructions or code on acomputer-readable medium. Computer-readable media includes both computerstorage media and communication media including any medium thatfacilitates transfer of a computer program from one place to another. Astorage media may be any available media that can be accessed by acomputer. By way of example, and not limitation, such computer-readablemedia can comprise RAM, ROM, EEPROM, CD-ROM or other optical diskstorage, magnetic disk storage or other magnetic storage devices, or anyother medium that can be used to carry or store desired program code inthe form of instructions or data structures and that can be accessed bya computer. Also, any connection is properly termed a computer-readablemedium. For example, if the software is transmitted from a website,server, or other remote source using a coaxial cable, fiber optic cable,twisted pair, digital subscriber line (DSL), or wireless technologiessuch as infrared, radio, and microwave, then the coaxial cable, fiberoptic cable, twisted pair, DSL, or wireless technologies such asinfrared, radio, and microwave are included in the definition of medium.Disk and disc, as used herein, includes compact disc (CD), laser disc,optical disc, digital versatile disc (DVD), floppy disk and blu-ray discwhere disks usually reproduce data magnetically, while discs reproducedata optically with lasers. Combinations of the above should also beincluded within the scope of computer-readable media.

The previous description of the disclosed exemplary embodiments isprovided to enable any person skilled in the art to make or use thepresent invention. Various modifications to these exemplary embodimentswill be readily apparent to those skilled in the art, and the genericprinciples defined herein may be applied to other embodiments withoutdeparting from the spirit or scope of the invention. Thus, the presentinvention is not intended to be limited to the embodiments shown hereinbut is to be accorded the widest scope consistent with the principlesand novel features disclosed herein.

What is claimed is:
 1. An apparatus, comprising: a conductive charginginterface (CCI) configured to receive a first power signal; an antennacircuit configured to wirelessly receive, via an electromagnetic fieldfrom a transmitting device, charging power to charge a battery of avehicle, and to provide a second power signal based upon the receivedcharging power; and a battery electric vehicle (BEV) charging systemshared by the CCI and the antenna circuit, the BEV charging systemcomprising: a switching circuit configured to selectively couple the BEVcharging system to the CCI or the antenna circuit; a power outputterminal coupled to the battery; and a power converter circuit operablycoupled between the switching circuit and the power output terminal,wherein when the BEV charging system is operably coupled to the CCI, thefirst power signal from the CCI is input to the power converter circuit,and wherein when the charging circuit is operably coupled to the antennacircuit, the second power signal from the antenna circuit is input tothe power converter circuit.
 2. The apparatus of claim 1, wherein thesecond power signal is a low-frequency (LF) power signal, the apparatusfurther comprising: a rectifier circuit operably coupled between theantenna circuit and the switching circuit, and configured to convert theLF power signal to a DC power signal; wherein when the charging circuitis operably coupled to the antenna circuit, the DC power signal isconverted by the power converter circuit to provide an output powersignal to the power output terminal.
 3. The apparatus of claim 2,wherein: the BEV charging system is bidirectional, operating in either agrid-to-vehicle mode or a vehicle-to-grid (V2G) mode, and the poweroutput terminal further serves as a DC power input terminal, wherein thepower converter circuit comprises a bidirectional power converter. 4.The apparatus of claim 3, wherein the rectifier circuit comprises abidirectional inverter/rectifier circuit, and wherein when the BEVcharging system is operating in V2G mode and the BEV charging system isoperably coupled to the antenna circuit, the bidirectionalinverter/rectifier circuit converts DC power received from thebidirectional power converter to an LF power output signal for wirelesspower transfer.
 5. The apparatus of claim 1, wherein the BEV chargingsystem further comprises an AC/DC converter circuit to convert the firstpower input signal from AC power to DC power.
 6. The apparatus of claim5, wherein the AC/DC converter circuit is operably coupled between theCCI and the switching circuit.
 7. The apparatus of claim 5, wherein theAC/DC converter circuit is operably coupled between the switchingcircuit and the power converter circuit.
 8. The apparatus of claim 5,wherein: the BEV charging system is bidirectional, operating in either agrid-to-vehicle mode or a vehicle-to-grid (V2G) mode; the power outputterminal further serves as a DC power input terminal; the powerconverter circuit comprises a bidirectional power converter; and whenthe BEV charging system is operating in V2G mode and the BEV chargingsystem is operably coupled to the CCI, the AC/DC converter converts DCpower received from the bidirectional power converter to an AC poweroutput signal.
 9. The apparatus of claim 1, wherein the BEV chargingsystem is bidirectional, operating in either a grid-to-vehicle mode or avehicle-to-grid (V2G) mode, and the power output terminal further servesas a DC power input terminal.
 10. The apparatus of claim 9, wherein thepower converter circuit comprises a full bridge inverter/rectifier. 11.The apparatus of claim 9, wherein the power converter circuit comprisesa fully symmetric full bridge inverter/rectifier.
 12. The apparatus ofclaim 11, wherein the power converter circuit further comprises fourbidirectional active switch cells.
 13. A method, comprising: receiving afirst power signal at a conductive charging interface (CCI); andwirelessly receiving, at an antenna circuit, via an electromagneticfield from a transmitting device, charging power to charge a battery ofa vehicle, and providing a second power signal based upon the receivedcharging power; and in a battery electric vehicle (BEV) charging systemshared by the CCI and the antenna circuit and having a power convertercircuit operably coupled between a switching circuit and a power outputterminal, using the switching circuit to selectively couple the BEVcharging system to the CCI or the antenna circuit; when the BEV chargingsystem is operably coupled to the CCI, coupling the first power signalfrom the CCI to the power converter circuit; when the charging circuitis operably coupled to the antenna circuit, coupling the second powersignal from the antenna circuit to the power converter circuit; andproviding power from the power converter circuit to the battery via thepower output terminal of the BEV charging system.
 14. The method ofclaim 13, wherein the second power signal is a low-frequency (LF) powersignal, the method further comprising: when the charging circuit isoperably coupled to the antenna circuit, in a rectifier circuit operablycoupled between the antenna circuit and the switching circuit,converting the LF power signal to a DC power signal; in the powerconverter circuit, converting the DC power signal into an output powersignal, and providing the output power signal to the power outputterminal.
 15. The method of claim 14, wherein: the BEV charging systemis bidirectional, the power converter circuit comprises a bidirectionalpower converter, and the rectifier circuit comprises a bidirectionalinverter/rectifier circuit, the method further comprising: alternativelyoperating in a grid-to-vehicle mode and a vehicle-to-grid (V2G) mode,wherein the power output terminal further serves as a DC power inputterminal when operating in the V2G mode; and when the BEV chargingsystem is operating in V2G mode, and the BEV charging system is operablycoupled to the antenna circuit, in bidirectional inverter/rectifiercircuit, converting DC power output received from the power convertercircuit to an LF power output signal for wireless power transfer. 16.The method of claim 13, further comprising using an AC/DC convertercircuit to convert the first power input signal from AC power to DCpower.
 17. The method of claim 16, further comprising converting thefirst power input signal from AC power to DC power between the CCI andthe switching circuit.
 18. The method of claim 16, further comprisingconverting the first power input signal from AC power to DC powerbetween the switching circuit and the power converter circuit.
 19. Themethod of claim 16, wherein: the BEV charging system is bidirectional,the power converter circuit comprises a bidirectional power converter,and the rectifier circuit comprises a bidirectional inverter/rectifiercircuit, the method further comprising: alternatively operating in agrid-to-vehicle mode and a vehicle-to-grid (V2G) mode, wherein the poweroutput terminal further serves as a DC power input terminal whenoperating in the V2G mode; when the BEV charging system is operating inV2G mode and the BEV charging system is operably coupled to the CCI,using the AC/DC converter to convert DC power received from the powerconverter circuit to an AC power output signal.
 20. An apparatus,comprising: a conductive charging interface (CCI) configured to receivea first power signal; an antenna circuit configured to wirelesslyreceive, via an electromagnetic field from a transmitting device,charging power to charge a battery of a vehicle, and to provide a secondpower signal based upon the received charging power; and a batteryelectric vehicle (BEV) charging system shared by the CCI and the antennacircuit, the BEV charging system comprising: a switching circuitconfigured to selectively couple the BEV charging system to the CCI orthe antenna circuit; a power output terminal coupled to the battery; andmeans for power conversion operably coupled between the switchingcircuit and the power output terminal, wherein when the BEV chargingsystem is operably coupled to the CCI, the first power signal from theCCI is input to the means for power conversion, and wherein when thecharging circuit is operably coupled to the antenna circuit, the secondpower signal from the antenna circuit is input to the means for powerconversion.